US4169371A - Method and apparatus for measuring drive system characteristic data in dynamic operation - Google Patents

Method and apparatus for measuring drive system characteristic data in dynamic operation Download PDF

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Publication number
US4169371A
US4169371A US05/823,050 US82305077A US4169371A US 4169371 A US4169371 A US 4169371A US 82305077 A US82305077 A US 82305077A US 4169371 A US4169371 A US 4169371A
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signals
engine
power
torque
speed
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US05/823,050
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English (en)
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Ernst Witschi
Walter Ruegg
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Priority to US05/823,050 priority Critical patent/US4169371A/en
Priority to CH756478A priority patent/CH632595A5/de
Priority to DE19782830674 priority patent/DE2830674A1/de
Priority to IT68817/78A priority patent/IT1160563B/it
Priority to GB7832603A priority patent/GB2002525B/en
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    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01L—MEASURING FORCE, STRESS, TORQUE, WORK, MECHANICAL POWER, MECHANICAL EFFICIENCY, OR FLUID PRESSURE
    • G01L3/00—Measuring torque, work, mechanical power, or mechanical efficiency, in general
    • G01L3/24—Devices for determining the value of power, e.g. by measuring and simultaneously multiplying the values of torque and revolutions per unit of time, by multiplying the values of tractive or propulsive force and velocity
    • G01L3/242—Devices for determining the value of power, e.g. by measuring and simultaneously multiplying the values of torque and revolutions per unit of time, by multiplying the values of tractive or propulsive force and velocity by measuring and simultaneously multiplying torque and velocity
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B1/00—Engines characterised by fuel-air mixture compression
    • F02B1/02—Engines characterised by fuel-air mixture compression with positive ignition
    • F02B1/04—Engines characterised by fuel-air mixture compression with positive ignition with fuel-air mixture admission into cylinder

Definitions

  • the present invention relates to a method of measuring the characteristic data of drive systems in dynamic operation, and in particular power, torque and efficiency, and to an apparatus for carrying out the method.
  • the drive system is braked or loaded by means of a braking device, for example an eddy current brake or a water brake and the thus generated torque M is measured.
  • the power L is determined on the basis of the mathematical interrelationship according to which the power is equal to the product of the momentum (torque) and the angular velocity.
  • the torque thus has to be directly measured.
  • this involves very complex techniques and equipment.
  • the measurement is conducted at constant angular velocity, there is the further disadvantage of relatively long preparation and measurement times, especially when it is desired to determine the entire torque or power curve as a function of the rotational speed. If the process is automated, very complex and expensive regulation or control systems are required. Dynamic effects, which are produced in the case of rapid acceleration of combustion engines, an operating condition which is very frequent in practice, particularly with combustion engines, cannot be investigated by resorting to conventional techniques.
  • the conventional method involves the use of roller-torque stands.
  • the use of built-in torque-measurement shafts or of a brake dynamometer which is directly coupled to the driving mechanism is only rarely applicable.
  • the engine power is transmitted via the entire driving mechanism to the tires and therefrom to the rollers.
  • the power consumption of the rollers is measured by way of water brakes or eddy current brakes.
  • a serious disadvantage of this method is that only the power consumption of the rollers is measured, which is the power transmitted from the wheels of the vehicle to the rollers. This power is not equal to the power which would be transmitted, under identical operating conditions, from the car wheels to a road because deformation energy of the tires and power losses due to slip are not equal in both situations. Furthermore, the power which is measured by means of a roller-torque stand does not correspond to the actual engine power which would have to be measured on the engine side of the clutch. The losses in the power transmission from the clutch via gear box, differential drive and tires reduce the measured power by an amount which approximates 1/3 of the actual engine power. Therefore, the roller-torque stand method provides only relative results and is not convenient to provide results indicative of the exact actual engine power.
  • roller-torque stands provide the possibility of determining the power losses by measuring the transmitted power to the rollers after the engine has been decoupled from the wheels, this does not ppreciably improve the method because the losses, when power is transmitted, are not equal to those during idling.
  • a further disadvantage of such roller-stands is that the tires are subjected to very high stresses which often results in damage and necessitates the provision of additional cooling systems replacing the cooling air stream at normal driving.
  • the invention also resides in the provision of an apparatus for measuring drive system characteristic data in dynamic operation.
  • the apparatus comprises means for measuring a kinematical value, and evaluation means for determining the desired characteristic data.
  • the instantaneous power L(t) equals the product of instantaneous torque M(t) and instantaneous angular velocity ⁇ (t):
  • the instantaneous torque M(t) can be ascertained by determining the purely kinematical value ⁇ (t) or ⁇ (t).
  • FIG. 1 is a schematic diagram of a system for determining the instantaneous power in a test-stand situation of a removed engine
  • FIG. 2 is a signal flow diagram of a system for determining the instantaneous power of an unremoved engine which is in the process of being accelerated in unloaded condition.
  • an engine 1 to be tested accelerates a gyrating load 5 with a known moment of inertia via a transmission 3.
  • the transmission 3 can be omitted in certain applications.
  • a perforated disc 9 with equidistantly arranged holes is fixedly secured to a shaft 7 of the gyrating load.
  • An optical-electric sensing fork 11 converts optical pulses, which are generated as a result of orbiting of holes on the perforated disc, into electrical pulses of uniform frequency if the RPM of the engine is constant.
  • a low pass filter 17 forms electronically the mean values of the impulse sequence corresponding to the DC-component of the respective Fourier transformation. Its direct voltage output signal is thus proportional to the impulse repetition frequency and, therefore, to the angular velocity ⁇ of mass 5.
  • This direct voltage signal is transmitted to a differentiation unit 19 whose output signal is, therefore, proportional to the angular acceleration ⁇ .
  • This output signal when multiplied by a constant calibration factor, is equal to the torque M(t) of the drive system.
  • the product of the signal proportional to ⁇ and the signal proportional to ⁇ is formed, and from it a signal is obtained which is proportional to the power L(t) which the motor transmits to the gyrating mass.
  • Relatively long acceleration times are desirable when, simultaneously and in addition to the pure measurement of power or torque, other relatively slowly changing values such as fuel consumption or the temperature curve at various points in the system are to be measured.
  • a multi-channel recorder it is possible to record all other measurement values in so far as they are electrically measurable, at the same time as the power or torque curve as a function of revolutions.
  • kinematical values such as the velocity of translatory movement
  • Other kinematical values such as the velocity of translatory movement, can be measured by the aforedescribed method.
  • the electronic evaluation system is set up accordingly.
  • the present method is capable of providing significantly shorter times for the measurement of dynamic behavior than heretofore known methods, and for the first time provides the possibility of studying dynamic phenomena under different loads during the acceleration phase in the original time scale.
  • the apparatus of the present invention is very simple, at least from the mechanical side and is, therefore, very reliable and accurate. This is achieved by measuring a purely kinematical value, e.g., the revolutions, which is simpler and thus more precise than measuring a dynamic value, e.g. the torque.
  • the absolute accuracy of the method described is very high, and with the above described embodiment values with an accuracy of better than 99% have been obtained, with reproducibility being significantly more accurate.
  • the power which can be determined by this method corresponds to the actual power transmitted to an external load, i.e., less the power loss in the engine itself. If, for purposes of comparison, it is desired to determine the brake horse power L B (t) in the manner in which this is carried out in the conventional stationary braking test benches, then with the method described it is sufficient to take into account the moment of inertia of the whole system, i.e., of the load and engine, instead of just that of the load, which merely corresponds to an alteration of the calibration factor. This is expressed in the following formula:
  • ⁇ s represents the moment of inertia of the load and ⁇ m represents that of the engine. Since the moment of inertia of the load is generally much higher than that of the engine except if no additional load is externally mounted, one only needs to know approximately the moment of inertia of the engine, or when a lower degree of accuracy is required, to ignore it.
  • the moment of inertia of the engine can either be estimated mathematically, or can be determined from two measurements with two different known gyrating masses or two different transmission ratios using the method described. It should be noted at this point that, for maximum accuracy, the purely digital processing of the measurement values is appropriate, whereas for lower accuracy requirements, systems which work in a fully analog manner are conceivable. A good balance of effort and accuracy can be obtained by working with a mixed digital-analog system.
  • the width of the impulses generated by the opto-electrical transducer 9/11 of FIG. 1 varies with rotational speed ⁇ (t).
  • FIG. 2 An apparatus which needs no coding disc, and evaluates information regarding the rotational engine speed of the engine itself is shown in FIG. 2.
  • This apparatus is especially adapted to dynamically record power, torque and efficiency of an engine unremoved from a system actually to be driven by it, whereas the measuring time for a complete record of characteristic values is determined by the acceleration speed of the unloaded engine, which is decoupled from the power transmission system, or of the engine when only internally loaded by the transmission system e.g. if the system is not detachable from the engine.
  • an electric power source circuit e.g., a battery
  • an ignition coil 32 of a combustion engine is connected to an ignition coil 32 of a combustion engine.
  • An interrupter 34 provides by switching the ignition coil 32 on and off high-voltage impulses at its secondary side and such impulses are fed to the spark plugs of an engine 36.
  • the current impulses e.g., at the primary side of the ignition coil are sensed by an externally applied sensor 38.
  • This sensor can comprise a current transformer with tongs which are passed over the lead connecting the power source 30 to the ignition coil 32.
  • the impulses sensed by the sensor 38 have a width which is practically independent of the RPM of the engine as their form is determined only by the time constant of the ignition coil circuit. At all speeds of an engine, these impulses will clearly be separated and so detectable.
  • the pulse repetition period T 2 is dependent on the revolution speed ⁇ (t) of the engine ##EQU10## where k 2 is a constant and considers the engine type under test.
  • the instantaneous pulse repetition frequency is ##EQU11##
  • the repetition frequency may be multiplied in a frequency multiplier unit 40 by a constant factor k 3 which can be selected according to the value of the engine specific constant k 2 .
  • the output pulses with the repetition frequency may be multiplied in a frequency multiplier unit 40 by a constant factor k 3 which can be selected according to the value of the engine specific constant k 2 .
  • a frequency-voltage converter 42 which provides at its output a voltage U proportional to f 3 and so still proportional to f 2 (t) and ⁇ (t).
  • the output signal of the F/V-converter 42 is transmitted to a differentiation unit 43 to determine the value ##EQU12##
  • the output of the differentiation unit 43 is connected to a multiplication unit 45 which provides an output signal proportional to the engine torque M(t).
  • ⁇ is multiplied with a calibration constant which preferably represents the moment of inertia ⁇ m of the engine as shown by connection B, if said value is known by previous measurements. Then the output signal of said multiplication unit 45 will exactly represent the engine torque M(t).
  • the output of the first multiplication unit 45 is connected to one input of a second multiplication unit 47, the second input of which is connected to the output of the frequency voltage converter 42.
  • this multiplication unit 47 will provide an output signal proportional or, after appropriate calibration, equal to the engine power L(t).
  • a comparator unit 51 should be provided to compare either the output signal U of the frequency voltage converter 42 (this signal which is proportional to the rotational speed) with a threshold value U M which corresponds to a maximum speed to be reached or which compares a frequency (e.g., f 3 ) proportional to the rotational speed with a frequency threshold, and which when said threshold value is reached, will interrupt the ignition circuit of the engine to prevent further acceleration.
  • a supplemental relay into the ignition circuit of the engine.
  • the characteristic values can be dynamically measured without removing an engine out of e.g., a vehicle.
  • the apparatus can be produced at a very low cost.
  • Measuring time is shorter than 1 second which renders it possible to employ less expensive cooling systems and noise insulations.
  • the output signals of the apparatus can be fed to fast XY plotters or to fast analog-digital converters for further processing.
  • the apparatus according to FIG. 2 can be used for testing an engine on a test bench in combination with an opto-electrical transducer as shown in FIG. 1. Especially if the power required for the apparatus according to FIG. 2 is taken from the power supply of the engine itself, complete independency from other power supplies is achieved and the characteristic data can be measured anywhere e.g., on a race track.
  • the apparatus of FIG. 1 can also be used without any modifications for testing diesel engines or electric motors, generally speaking of any driving systems.
  • the apparatus of FIG. 2 has to be altered for this purpose in such a way that information other than ignition pulses can be obtained for determination of the rotational speed. For example, one can monitor the fuel injection or vibrations of diesel engines.
  • the calculation of characteristic values can be performed by microprocessors or other analog or digital or hybrid techniques.
  • the information can be displayed by resorting to XY-plotters or oscilloscopes.
  • the data can be stored on magnetic tapes, punched tapes, cards, discs or other information storing media.
  • the apparatus of FIG. 2 is especially useful for testing of engines whose RPM exceeds that of engines for road vehicles such as Otto-engines.

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Testing Of Engines (AREA)
US05/823,050 1977-08-08 1977-08-08 Method and apparatus for measuring drive system characteristic data in dynamic operation Expired - Lifetime US4169371A (en)

Priority Applications (5)

Application Number Priority Date Filing Date Title
US05/823,050 US4169371A (en) 1977-08-08 1977-08-08 Method and apparatus for measuring drive system characteristic data in dynamic operation
CH756478A CH632595A5 (de) 1977-08-08 1978-07-12 Verfahren zur messung von antriebssystem-kenndaten und vorrichtung zu dessen ausfuehrung an verbrennungsmotoren.
DE19782830674 DE2830674A1 (de) 1977-08-08 1978-07-12 Verfahren zur messung von antriebssystem-kenndaten und vorrichtung zu dessen ausfuehrung
IT68817/78A IT1160563B (it) 1977-08-08 1978-07-31 Procedimento per misurare dati caratteristici di sistemi di propulsione e dispositivo per la sua attuazione
GB7832603A GB2002525B (en) 1977-08-08 1978-08-08 Method of measuring the characteristic data of drive systems and an apparatus for carying it out

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Application Number Priority Date Filing Date Title
US05/823,050 US4169371A (en) 1977-08-08 1977-08-08 Method and apparatus for measuring drive system characteristic data in dynamic operation

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CH (1) CH632595A5 (GUID-C5D7CC26-194C-43D0-91A1-9AE8C70A9BFF.html)
DE (1) DE2830674A1 (GUID-C5D7CC26-194C-43D0-91A1-9AE8C70A9BFF.html)
GB (1) GB2002525B (GUID-C5D7CC26-194C-43D0-91A1-9AE8C70A9BFF.html)
IT (1) IT1160563B (GUID-C5D7CC26-194C-43D0-91A1-9AE8C70A9BFF.html)

Cited By (16)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4345559A (en) * 1979-02-22 1982-08-24 Robert Bosch Gmbh Apparatus for damping bounce oscillations in an internal combustion engine
US4691288A (en) * 1985-03-18 1987-09-01 United Technologies Corporation Torque sensor for internal-combustion engine
US4815004A (en) * 1986-10-17 1989-03-21 Eagle-Picher Industries, Inc. Apparatus and method for predicting fore/aft forces generated by tires
US4938475A (en) * 1987-05-26 1990-07-03 Sargeant Bruce A Bicycle racing training apparatus
US5429004A (en) * 1994-04-26 1995-07-04 Cruickshank; Ronald W. Inertia flywheel assembly for a dynamometer
WO1995023957A1 (en) * 1994-03-02 1995-09-08 Jesper Ankersen A method and an apparatus for measuring the power or torque of a vehicle
US5596153A (en) * 1995-05-02 1997-01-21 New Holland North America, Inc. Measurement of rotational velocity and torque
WO1999066335A1 (en) * 1998-06-16 1999-12-23 M.E.A. Motor Inspection Ltd. Method and system for performance testing of rotating machines
US20030106523A1 (en) * 2001-12-10 2003-06-12 Mamoru Uraki Engine revolution control apparatus having overspeed governing capability
EP1217353A3 (de) * 2000-12-19 2004-09-15 DaimlerChrysler AG Verfahren zur Ermittlung der Leistung und/oder der Funktionsqualität eines Verbrennungsmotors
US6799140B2 (en) * 2000-02-28 2004-09-28 Schneider Electric Industries Sa Detector for monitoring rotation
US20050199048A1 (en) * 2001-12-20 2005-09-15 Abb Patent Gmbh Method for determining the power of a test specimen, measuring device, and power test bench for the test specimen
US20050240320A1 (en) * 2004-04-26 2005-10-27 Spx Corporation No-load power test method and apparatus
US20100088003A1 (en) * 2008-10-02 2010-04-08 Honeywell International Inc. System and method for providing gas turbine engine output torque sensor validation and sensor backup using a speed sensor
US20110197683A1 (en) * 2010-02-18 2011-08-18 Honeywell International Inc. Non-contact torque determination system and method for a non-mechanically coupled rotating system
US20120271493A1 (en) * 2011-04-21 2012-10-25 Deere & Company In-Vehicle Estimation of Electric Traction Motor Performance

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DE3401020C2 (de) * 1984-01-13 1985-10-31 Daimler-Benz Ag, 7000 Stuttgart Verfahren zur Prüfung von Kenndaten eines Verbrennungsmotors und Vorrichtung zu dessen Durchführung
DE3743066A1 (de) * 1987-12-18 1989-06-29 Asea Brown Boveri Verfahren zur bestimmung des mittleren aktionsmomentes einer verbrennungskraftmaschine
DE4009285A1 (de) * 1989-08-23 1990-12-20 Audi Ag Verfahren zur zylinderselektiven ueberwachung des energieumsatzes bei einer mehrzylinder-brennkraftmaschine
DE4138401A1 (de) * 1991-11-22 1993-05-27 Schrick Gmbh Dr Anordnung und verfahren zur messung der motorleistung von kraftfahrzeugen
DE4140925A1 (de) * 1991-12-12 1993-06-17 Gutmann Messtechnik Ag Vorrichtung zum verstellen der drehzahl eines verbrennungsmotors
DE19731647A1 (de) * 1997-07-23 1999-01-28 Gerald Grund Leistungsmessverfahren
WO1999020921A1 (de) 1997-10-17 1999-04-29 Continental Teves Ag & Co. Ohg Verfahren und vorrichtung zum ermitteln des fahrzeugantriebsmoments beim anfahren eines fahrzeugs, zum ermitteln einer extern verursachten, ein fahrzeug antreibenden oder bremsenden grösse sowie zum unterstützen des anfahrens am berg
CN104296908B (zh) * 2014-09-29 2016-08-24 哈尔滨工业大学 三自由度气浮台干扰力矩组成测量装置

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GB321328A (en) 1928-11-09 1929-11-07 Frederick William Lanchester An improved dynamometer for testing motive power engines
GB666989A (en) 1948-12-16 1952-02-20 Juan Baurier Tivollier Method of constantly indicating the power developed by internal combustion engines and checking their working during service
DE1012484B (de) 1955-09-26 1957-07-18 Siemens Ag Elektrodynamischer Drehbeschleunigungsmesser, insbesondere zur Ermittlung der Drehzahl-Drehmomentkurve von Elektromotoren
GB854188A (en) 1957-12-19 1960-11-16 W G Walker & Co Engineers Ltd Improvements in or relating to dynamometers for testing the power and/or torque developed at the driven road-wheels of motor vehicles
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US3817092A (en) * 1971-04-07 1974-06-18 Rotodyne Inc Method of measuring torque
US3853002A (en) * 1973-08-06 1974-12-10 Autotronic Controls Corp Vehicular performance analyzer
US3942112A (en) * 1974-05-06 1976-03-02 Westbrook Carl M Rotary seal shaft rotation transducer
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GB666989A (en) 1948-12-16 1952-02-20 Juan Baurier Tivollier Method of constantly indicating the power developed by internal combustion engines and checking their working during service
DE1012484B (de) 1955-09-26 1957-07-18 Siemens Ag Elektrodynamischer Drehbeschleunigungsmesser, insbesondere zur Ermittlung der Drehzahl-Drehmomentkurve von Elektromotoren
GB854188A (en) 1957-12-19 1960-11-16 W G Walker & Co Engineers Ltd Improvements in or relating to dynamometers for testing the power and/or torque developed at the driven road-wheels of motor vehicles
DE1124278B (de) 1960-06-15 1962-02-22 Licentia Gmbh Elektronisches Verfahren zur digitalen Ermittlung von Beschleunigung und zurueckgelegtem Weg bei Bewegungsvorgaengen
GB1042157A (en) 1963-04-24 1966-09-14 Lloyd Richard Maxwell Dynamometer system
DE1938824U (de) 1964-05-29 1966-05-18 Max Joseph Bader Transportables aufklappbares und zusammenklappbares klosett fuer camping, reise auto u. dgl.
US3516287A (en) * 1967-06-28 1970-06-23 Nissan Motor Device for programmed operation of an automobile on a test platform
US3554022A (en) * 1967-11-14 1971-01-12 Herman R Geul Roller testing stand for motor vehicles
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US3581561A (en) * 1969-10-27 1971-06-01 Borg Warner Engine acceleration horsepower-metering system
GB1348122A (en) 1970-03-17 1974-03-13 Suntester Ltd Vehicle testing apparatus
GB1349713A (en) 1970-03-31 1974-04-10 Suntester Ltd Vehicle testing apparatus
US3729989A (en) * 1970-12-10 1973-05-01 D Little Horsepower and torque measuring instrument
US3722265A (en) * 1971-03-15 1973-03-27 Conoflow Corp Engine performance computing arrangement
US3817092A (en) * 1971-04-07 1974-06-18 Rotodyne Inc Method of measuring torque
US3853002A (en) * 1973-08-06 1974-12-10 Autotronic Controls Corp Vehicular performance analyzer
US3942112A (en) * 1974-05-06 1976-03-02 Westbrook Carl M Rotary seal shaft rotation transducer
US3955135A (en) * 1975-03-26 1976-05-04 United Technologies Corporation Vehicle rpm and dwell measurement system

Cited By (23)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4345559A (en) * 1979-02-22 1982-08-24 Robert Bosch Gmbh Apparatus for damping bounce oscillations in an internal combustion engine
US4691288A (en) * 1985-03-18 1987-09-01 United Technologies Corporation Torque sensor for internal-combustion engine
US4815004A (en) * 1986-10-17 1989-03-21 Eagle-Picher Industries, Inc. Apparatus and method for predicting fore/aft forces generated by tires
US4938475A (en) * 1987-05-26 1990-07-03 Sargeant Bruce A Bicycle racing training apparatus
WO1995023957A1 (en) * 1994-03-02 1995-09-08 Jesper Ankersen A method and an apparatus for measuring the power or torque of a vehicle
US5429004A (en) * 1994-04-26 1995-07-04 Cruickshank; Ronald W. Inertia flywheel assembly for a dynamometer
US5596153A (en) * 1995-05-02 1997-01-21 New Holland North America, Inc. Measurement of rotational velocity and torque
RU2229135C2 (ru) * 1998-06-16 2004-05-20 М.Э.А. Мотор Инспекшн Лтд. Способ и система для тестирования функционирования вращающихся машин
US6591200B1 (en) 1998-06-16 2003-07-08 M.E.A. Motor Inspection Ltd. Method and system for performance testing of rotating machines
WO1999066335A1 (en) * 1998-06-16 1999-12-23 M.E.A. Motor Inspection Ltd. Method and system for performance testing of rotating machines
US6799140B2 (en) * 2000-02-28 2004-09-28 Schneider Electric Industries Sa Detector for monitoring rotation
EP1217353A3 (de) * 2000-12-19 2004-09-15 DaimlerChrysler AG Verfahren zur Ermittlung der Leistung und/oder der Funktionsqualität eines Verbrennungsmotors
US20030106523A1 (en) * 2001-12-10 2003-06-12 Mamoru Uraki Engine revolution control apparatus having overspeed governing capability
US6758189B2 (en) * 2001-12-10 2004-07-06 Honda Giken Kogyo Kabushiki Kaisha Engine revolution control apparatus having overspeed governing capability
US20050199048A1 (en) * 2001-12-20 2005-09-15 Abb Patent Gmbh Method for determining the power of a test specimen, measuring device, and power test bench for the test specimen
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GB2002525B (en) 1982-02-17
IT1160563B (it) 1987-03-11
GB2002525A (en) 1979-02-21
CH632595A5 (de) 1982-10-15
DE2830674C2 (GUID-C5D7CC26-194C-43D0-91A1-9AE8C70A9BFF.html) 1992-04-09
IT7868817A0 (it) 1978-07-31
DE2830674A1 (de) 1979-02-22

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